The spark-ignition petrol engines listed below operate on the four-stroke cycle, and unless stated otherwise, use a wet sump lubrication system, and are water-cooled.ETKA official factory data
Since the Volkswagen Group is German, official internal combustion engine performance ratings are published using the International System of Units (commonly abbreviated "SI"), a modern form of the metric system of figures. Motor vehicle engines will have been tested by a Deutsches Institut für Normung (DIN) accredited testing facility, to either the original 80/1269/EEC, or the later 1999/99/EC standards. The standard initial measuring unit for establishing the rated motive power output is the kilowatt (kW); and in their official literature, the power rating may be published in either the kW, or the metric horsepower (often abbreviated "PS" for the German word Pferdestärke), or both, and may also include conversions to imperial units such as the horsepower (hp) or brake horsepower (bhp). (Conversions: one PS = 735.5 watts (W); ˜ 0.98632 hp (SAE)). In case of conflict, the metric power figure of kilowatts (kW) will be stated as the primary figure of reference. For the turning force generated by the engine, the Newton metre (Nm) will be the reference figure of torque. Furthermore, in accordance with European automotive traditions, engines shall be listed in the following ascending order of preference: Number of cylinders, Engine displacement (in litres), Engine configuration, and Rated motive power output (in kilowatts).
The petrol engines which Volkswagen Group previously manufactured and installed are in the list of discontinued Volkswagen Group petrol engines article.
Nomenclature Both vehicle and engine platforms developed by Volkswagen are specified internally as an Entwicklungsauftrag ("EA"), or development assignment. The numbers denoting a particular Entwicklungsauftrag don't follow a strictly chronological scheme but have generally increased over time.
EA211 R3/R4
The EA211 engines are a completely new four-cylinder turbocharged and direct-injection TSI engines. Compared to its predecessor, the EA211 series is significantly more compact, with installation length shorter, thus offering more interior space. The installation position of the engines has also been optimised. Just as in the diesels, the petrol engines are now mounted with the exhaust side facing backwards and tilted at an angle of 12 degrees. The weight of these petrol engines made of die-cast aluminium is only for the 1.2 TSI and for the 1.4 TSI. The crankshaft alone became lighter by 20 per cent; the connecting rods lost 30 per cent of their weight. In addition the connecting rod bearing journals are now hollow-drilled and pistons now come with flat bottoms, all of them optimized for lower weight. Regarding thermal management, the EA211 petrol engine is equipped with a modern dual-circuit cooling system. That means that a high temperature circuit with a mechanically driven cooling pump cools the basic engine, while a low temperature circuit flows through the intercooler and the turbo-charger casing. The cylinder-head circuit heats the cabin's interior. The exhaust manifold is integrated into the cylinder head, enabling the engine to warm up more quickly, in turn making heat available quickly for the passenger cabin. At high loads, the exhaust is cooled by the coolant, lowering fuel consumption.
1.0 R3 inline-three 12v The new fuel-saving engine presented at the 2012 Geneva Motor Show identificationparts code prefix: 04E, ID code: CHYA, CHYB, CHZD, CPGA, CSEB, DHSB engine displacement & engine configuration inline three engine (R3/I3); bore x stroke: , bore spacing: , stroke ratio: 0.99:1 – 'square engine', cylinder, compression ratio: 10.5:1 (11.5:1 for CNG version) cylinder block & crankcase cast aluminium alloy; four main bearings, die-forged steel crankshaft cylinder head & valvetrain cast aluminium alloy; four valves per cylinder, 12 valves total, double overhead camshaft (DOHC) aspiration natural and turbocharged fuel system multi-point electronic indirect fuel injection with three intake manifold-sited fuel injectors DIN-rated motive power & torque outputs at 5,000 rpm; at 3,000–4,250 rpm (CHYA) at 6,200 rpm; at 3,000–4,250 rpm (CHYB) at 6,200 rpm; at 3,000–4,250 rpm with CNG (CPGA) at 6,350 rpm; at 3,000 rpm with Ethanol (CSEB) at 5,000–5,500 rpm; at 1500–3,500 rpm (CHZB) at 5,000–5,500 rpm; at 2000–3,500 rpm (CHZD) at 5,500 rpm; at 2,000–3,500 rpm with Ethanol (DHSB) application Volkswagen up!, Skoda Citigo, Škoda Fabia III, Seat Mii, Seat Ibiza (5th Gen), Seat Arona, Volkswagen Golf VII, Volkswagen Polo, Volkswagen T-Roc, Volkswagen T-Cross, Audi A1 (GB), SEAT León (4th Gen)
1.2 R4 inline-four TSI Main article - Volkswagen_EA211_engine These newly developed generation of modern petrol engines are manufactured at the Škoda Auto plant in Mladá Boleslav. identification EA211 engine family. Turbocharged and direct-injection TSI engines with a four-cylinder, four-valve layout and belt driven camshafts. 1.2 TSI 66 kWThe entry-level petrol engine. Turbocharging produces a maximum torque of 160 Nm (at 1,400 to 3,500 rpm). 1.2 TSI 77 kWThe improved performance version of the 1.2 TSI Green tec, which includes a start/stop system and brake energy recuperation, manages an output of 77 kW (105 hp). This TSI engine provides a maximum torque of 175 Nm at between 1,400 and 4,000 rpm.
1.4 TSI For 2012, these newly developed generation of modern petrol engines are manufactured at the Škoda Auto plant in Mladá Boleslav. identificationparts code prefix: 04E description1.4 TFSI Green tec engine with 110 kW (140 hp). This engine achieves its maximum torque of 250 Nm at 1,500 to 3,500 rpm. In North American market it is referred to as CZTA type engine (150 hp). In Chilean market it is referred to as CHPA type engine (140 hp) or CZDA type engine (150 hp).
New lightweight aluminum construction, an integrated (into the head) exhaust manifold, and a toothed-belt drive for its double overhead camshaft valvetrain that incorporates variable intake and exhaust timing. The only aspect to be carried over from the EA111 engine that preceded it is the 82 mm cylinder spacing. The cylinder bore was decreased by 2 mm (to 74.5mm) while the stroke was increased to 80mm, a change which helps compactness, increases torque, and is ideal for adding boost.
DIN-rated motive power & torque outputs, ID codes at 5,000 rpm; at 1,500–4,000 rpm — CMBA, CPVA at 5,000 rpm; at 1,500–4,000 rpm — CZCA, CPVB at 5,000 rpm; at 1,500–4,000 rpm — CHPA, CPTA (CPTA engine is a CHPA engine with automatic #2 and #3 cylinders deactivation system known as ACT - Active Cylinder Technology) at 5,000 rpm; at 1,500–4,000 rpm — CZDA, CZEA, CZTA (CZEA engine also uses the ACT system)
1.5 TSI (EA211 Evo) identificationparts code prefix: 05E description1.5 TSI/TFSI engine
DIN-rated motive power & torque outputs, ID codes at 5,000 rpm; at 1,400–3,500 rpm — DACA-non GPF, DACB-non-GPF, DPBA-GPF, DPBE-GPF -kangaroo (low torque when cold) because of catalyst pre-heating with lean mixture and extreme retard spark. at 5,000 rpm; at 1,500–3,500 rpm — DADA-non GPF, GPF after 2018, DPCA-GPF, both engines have ACT, -kangaroo (low torque when cold) because of catalyst pre-heating with lean mixture and extreme retard spark. - DXDB-evo2; no kangaroo because is using 2nd air injection for catalyst pre-heating and normal air-fuel mixture. at 5,000 rpm; at 1,500–4000 rpm - DNKA-evo2; no kangaroo because is using 2nd air injection for catalyst pre-heating and normal air-fuel mixture. 118 KW (160 PS; 158 bhp) at 5,500 rpm; 250 Nm at 1750–3500 rpm - DFYA - evo1- with mild hybrid
EA113/EA827 R4
The EA827 family of internal combustion engines was initially developed by Audi under Ludwig Kraus leadership and introduced in 1972 in the Audi 80, and was eventually superseded by the EA113 evolution introduced in 1993. Both share the same cylinder spacing. The latter EA113 was updated with Fuel Stratified Injection (FSI) direct injection, to be topped by the 2.0 TFSI used in the Audi TTS. Forty million engines have been produced. This range will eventually be superseded by the evolved version with heavy changes EA888 project, introduced with the 1.8 TSI/TFSI below, but the EA113 still remains in production.
1.4 R4 16v TSI/TFSI Based on the EA111, this new engine was announced at the 2005 Frankfurt Motor Show, to be first used in the Mk5 Golf GT, the 125 kW 1.4-litre TSI engine is a "Twincharger", and uses both a turbocharger and a supercharger. Its displacement downsizing leads to improved fuel economy, with 14% more power than the 2.0 FSI, but consuming 5% less fuel. The mechanical supercharger compressor, driven at 5 times the speed of the crankshaft, mainly operates at low engine speeds from idle up to 2,400 revolutions per minute (rpm) to increase low-end torque. At engine speeds just above idle, the belt-driven supercharger provides a boost pressure of . The turbocharger assumes full effectiveness at middle revs, and the engine map disengages the clutch-controlled supercharger at a maximum upper limit of 3,500 rpm; the supercharger will then be bypassed once the turbocharger spools up and reaches sufficient speed to provide adequate boost in the upper rev-ranges. This engine is made at Volkswagen-Motorenfertigung, Chemnitz.
In 2007, Volkswagen announced the 90 kW model which will replace the 1.6 FSI engine. This engine differs from the 103 kW and 125 kW models in several ways. It uses only one method of forced induction – a turbocharger (and not a supercharger), and has water-cooled intercooler. The engine has reduced frictional losses, optimised camshafts, new intake ports, and new high-pressure injector valves. It is also lighter than the 125 kW model, in order to improve fuel economy and reduce emissions.
identification parts code prefix: 03C, ID codes: BLG, BMY, CAXC engine displacement & engine configuration inline-four engine (R4/I4); bore x stroke: , stroke ratio: 1.01:1 – 'square engine', 347.5 cc per cylinder, peak pressures, compression ratio: 10.0:1 cylinder block & crankcase grey cast iron; cylinder spacing, five main bearings, die-forged steel crankshaft, roller chain-driven oil pump cylinder head & valvetrain cast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, roller chain driven double overhead camshaft (DOHC), continuous adjusting variable intake valve timing aspiration hot-film air mass meter, cast alloy throttle body with electronically controlled Bosch "E-Gas" throttle valve 90 to 96 kW variants — two-part plastic intake manifold, turbocharger incorporated in exhaust manifold with maximum boost pressure , water-cooled intercooler integrated into intake manifold 103 to 125 kW variants — multi-ribbed belt-driven fifth-generation Eaton Roots-type positive displacement supercharger operated by a magnetic clutch integrated in a module inside the water pump, internal step-down ratio on the input end of the synchronisation gear pair, and KKK turbocharger with integrated wastegate connected in series, administrated by a control flap, pressure at 1,500 rpm, front-mounted intercooler (FMIC) fuel system fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): camshaft-driven single-piston high-pressure injection pump supplying up to fuel pressure in common rail fuel rail integrated into the inlet manifold, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, mounted on the intake side between the intake port and cylinder head , homogeneous mixing, stratified lean-burn operation with excess air at part load, 90 to 103 kW variants — 95 RON ultra-low sulphur unleaded petrol (ULSP)